Induction driven ignition system

ABSTRACT

An induction driven ignition system with an electrode projecting into the combustion chamber of a reciprocating internal combustion engine. The electrode is adjacent to but electrically insulated from an electrical conductor which receives current at frequencies between 100 kHz to 500 kHz. Thermal insulation is also provided between the electrode and adjacent structure of the head. The induction driven ignition system causes the electrodes to rapidly and accurately heat up to very high temperatures. The electrodes may be formed in elongated edges throughout the combustion chamber to provide combustion initiation over a wide area.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation-in-part of U.S. applicationSer. No. 11/951,875, filed on Dec. 6, 2007, which claims the benefit ofU.S. Provisional Patent Application Ser. No. 60/873,359, filed Dec. 7,2006, with said priority applications being incorporated herein byreference in their entirety.

FIELD OF THE INVENTION

The present invention relates to the field of ignition sources and moreparticularly to ignition sources used in internal combustion engines.

BACKGROUND OF THE INVENTION

In the field of internal combustion engines, especially thereciprocating type, a measured quantity of fuel and air is compressedand ignited either by an external ignition source or by the heat ofcompression. The engine in which the air/fuel mixture is ignited by theheat of compression is commonly called a diesel engine. It utilizes asystem where the air for combustion is compressed to an elevatedtemperature sufficiently high to ignite the fuel supplied from a fuelinjection source. Such fuel injection source is typically an injectorhaving a tip exposed to the combustion chamber and which sprays fuel indiscrete streams. The fuel injector injects the fuel either in aradiating pattern from a central location or in a given direction topromote mixing by swirl of the combustion chamber air. However, ineither case, the injection of fuel and the resultant initiation ofcombustion is begun substantially at or adjacent a point.

Recent developments in the field of homogenous charge compressionignition engines have proposed injecting fuel into the intake air priorto compression and using various schemes to ignite the resultantmixture. Such proposal usually involves a point ignition source such asa sparkplug.

By far the most common engine type on the road is the spark ignitedgasoline engine. The gasoline engine was first developed in the latterpart of the 19^(th) Century and has since been employed widely forpowering passenger vehicles owing to its relatively quiet operation andstarting ease. With the advent of increasing energy prices and customerdemand, the spark ignition engine is being asked to do significantlymore than it was in prior years. Gasoline engine developments have, forthe most part, focused on carrying a maximum flow of air efficientlyinto the combustion chamber and exhausting the products of combustionafter the combustion event occurs. Developments like multiple valves,tuned intake systems, variable geometry intake systems, and positivecharging of the intake charge by a turbocharger or supercharger arecommon approaches used to try and improve air flow.

Correspondingly, the fuel system has evolved and developed through theuse of injectors. The injectors have been electronically controlled tovary the quantity and timing to produce highly flexible injection offuel into the mixture for combustion. Additional proposals have beenmade for injecting fuel directly into the combustion chamber similar toa system mechanically implemented on early Mercedes Benz sports cars.

Recently, biofuels have been proposed that use various forms of ethanolor methanol from grain crops thereby providing a renewable resource.Such fuels offer the advantage of high octane ratings so that highercompression ratios may be easily handled within the combustion chamber.They also permit a significant reduction in emissions. However, onedrawback with fuels of this type is the slow propagation of the flamefront making it necessary for ignition timing to be well in advance oftop dead center (TDC) to be sure all of the mixture is combusted. Thisin turn reduces efficiency as the combustion pushes in one directionagainst the piston that is moving in the opposite direction as it movestoward TDC.

The sparkplug is a common igniter used to initiate combustion of a fuelair mixture in a spark ignition engine. Various developments over theyears have increased the energy passing across the spark gap so that itmore efficiently promotes combustion. In addition, some inventors havesuggested enhancing the ignition by subjecting the spark gap toelectromagnetic forces to, in effect, widen the area over whichcombustion is initiated.

However, most of these approaches still suffer from the limitation thatthey are in fact point, or near point, initiators of combustion.

Another problem exists related to diesel engines and their inability tostart in cold weather. As noted above, a diesel engine utilizes the heatof compression to ignite the air/fuel mixture in the combustion chamber.However, when the cylinder head and cylinder block are cold, they serveas a heat sink, absorbing a portion of the heat generated by thecompression. Currently, glow plugs are utilized to heat the engine blockand surrounding cylinders. Because glow plugs are essentially resistiveloads that emit heat when a current is run through them, the pre-heatingprocess can take some time: up to 20 seconds. Therefore, there exists aneed for quicker and more efficient heating of diesel engine blocks incold weather conditions.

BRIEF SUMMARY

The present invention utilizes the rapid heat rise associated withmetals entering a strong electromagnetic field. One embodiment of thepresent invention goes beyond a single source ignition device throughthe use of extremely rapid and accurately controlled induction heatingfor a heat source that is unrestrained by conventional point ignitionprinciples. The induction driven heat source offers a wide selection ofits geometry so that it can be deployed throughout the combustionchamber. This permits the flame front to be expanded because there aremultiple ignition sources or locations. In another embodiment, theinduction driven heat source enables quick and efficient start-up ofdiesel engines in low temperature conditions.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1A is a top plan view of an engine combustion chamber incorporatingone embodiment of an ignition initiation system.

FIG. 1B is a top plan view of an engine combustion chamber incorporatinganother embodiment of an ignition initiation system.

FIG. 2 is a top plan view of an engine combustion chamber incorporatingan alternative embodiment of an ignition initiation system.

FIG. 3 is a cross sectional view of one design option for the ignitioninitiation systems of FIGS. 1A, 1B & 2.

FIG. 4 is a front elevation view in partial section of an alternativeignition initiation system.

FIG. 5 is a front elevation view in partial section of an enginecombustion chamber incorporating another embodiment of an ignitioninitiation system.

FIG. 6 is a cross sectional view of FIG. 5 as taken on lines 6-6 of FIG.5.

FIG. 7 is a top plan view of an alternative coil arrangement.

FIG. 8 is a side elevation view of another alternative coil arrangement.

FIG. 9 is a cross sectional view of FIG. 8.

FIG. 10 is a side elevation view of a design option for piston crown foruse with a ignition initiation system of the present disclosure.

FIG. 11A is a cross sectional view of the upper ridge design of FIG. 10.

FIG. 11B is a cross sectional view of the lower ridge design of FIG. 10.

FIG. 12 is front elevation view of an alternative piston crown designfor use with an ignition initiation system of the present disclosure.

FIG. 13 is a side elevation view of the alternative piston crown designof FIG. 12.

FIG. 14 is a top plan view of another alternative piston crown design.

FIG. 15 is a partial side elevation view of the alternative piston crowndesign of FIG. 14.

FIG. 16 is a partial side elevation view of an alternative design of theridges shown in FIG. 14.

FIG. 17 is a top plan view of oval piston for use with an ignitioninitiation system of the present disclosure.

FIG. 18 is a side elevation view of the inductive preheating system ofthe present invention.

FIG. 19 is a side elevation view of an alternative inductive preheatingsystem.

FIG. 20 is a top plan view of the alternative inductive preheatingsystem of FIG. 19.

FIG. 21 is a front elevation view in partial section of an alternativeignition initiation system.

FIG. 22 is a front elevation view in partial section of the system shownin FIG. 21 in which the piston is in a raised position.

FIG. 23 is a cross-sectional view of the system shown in FIG. 22.

FIG. 24 is a top plan view of an engine combustion chamber incorporatinganother embodiment of an ignition initiation system.

FIG. 25 is a top plan view of a piston incorporating another embodimentof an ignition initiation system.

FIG. 26 is a front elevation view in partial section of an alternativeignition initiation system.

FIG. 27 is a cross sectional view of ignition initiation system of FIG.26.

FIG. 28 is an elevation view of the raised element design of FIG. 26.

FIG. 29 is a side view of the raised element design of FIG. 26.

FIG. 30 is a top plan view of an engine combustion chamber incorporatinganother embodiment of an ignition initiation system.

FIG. 31 is a top plan view of a piston incorporating another embodimentof an ignition initiation system.

FIG. 32 is a front elevation view in partial section of an alternativeignition initiation system.

DETAILED DESCRIPTION

For the purposes of promoting an understanding of the disclosure,reference will now be made to the embodiments illustrated in thedrawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of thedisclosure is thereby intended, such alterations and furthermodifications in the illustrated device and its use, and such furtherapplications of the principles of the disclosure as illustrated thereinbeing contemplated as would normally occur to one skilled in the art towhich the disclosure relates.

FIG. 1A shows an example of a typical combustion chamber configurationwherein the chamber 10 is defined by a cylinder head 12 having an intakevalve 14 and an exhaust valve 16 to respectively admit a combustiblemixture and to exhaust the motive fluid after the mixture has gonethrough combustion. The process of combustion transfers heat energy inthe form of tangential force to a piston (not shown) connected to acrank shaft to produce a rotary output. The tangential force is createdby an induction driven combustion initiator, generally indicated byreference number 18, which will be discussed in detail below. However,for purposes of this early discussion, the combustion ignition device 18comprises a series of edges 20 continuously extending through a selectedregion of the chamber 10. Combustion initiation edges 20 have centersections 22 and 24, which curve around the intake and exhaust valves, 14and 16, respectively. Center sections 22 and 24 are connected to semicircular edges 26 and 28. It should be noted in FIG. 1A that thecombustion ignition device 18 extends over a substantial area of thecombustion chamber 10.

FIG. 1B shows an example of another combustion initiator 18 a that isarranged relative to the combustion chamber configuration illustrated inFIG. 1A, according to the present disclosure. The edge shape ofinitiator 18 a has been changed from what is illustrated in FIG. 1A andthe “a” suffix is used to denote similarly located and/or functioningsections. Circular edges 26 and 28 remain the same.

FIG. 2 shows a further refinement of a combustion initiation devicegenerally indicated by reference number 30 having a continuouscurvilinear edge 32 extending over an even greater area of thecombustion chamber 10. Thus, the combustion process is freed from pointsources of ignition and the resultant unpredictability of the combustionprocess. This allows exploration and use of air/fuel ratios higher thanstoichiometric (14.7 to 1) to achieve significantly increasedefficiencies. In addition, this technology allows for greater potentialefficiency gains and less complex execution methods than homogeneouscharge compression ignition engines. It is apparent that many differentconfigurations to the ignition initiation devices 18, 18 a and 30 can beemployed to adapt to a particular combustion chamber geometry.

FIG. 3 shows the cross-sectional configuration of one of the possiblecombustion initiators 18 and 18 a according to this disclosure.Combustion initiators 18 and 18 a each comprise an electrode, generallyindicated by reference number 34. It should be noted that severalprinciples are employed to increase the efficiency and speed at whichthe electrode 34 is heated up. Electrode 34 is mounted so as to projectbelow the cylinder head 12 and into the combustion chamber 10. Electrode34, as shown herein, comprises, by way of example, 400 series stainlesssteel in a relatively thin wall configuration. This type of stainlesssteel is selected because it is less expensive than other materials andcan go through hundreds of millions of thermal heating and coolingcycles while still retaining its structural integrity. It should beapparent to those skilled in the art that other materials may beemployed for this purpose, for example, platinum and palladium or otheralloy compounds.

Electrode 34 is formed with converging sidewalls 36 and 38 terminatingat tips 40 and 42 which produce a substantial heat rise and density ofheat. Tips 40 and 42 are interconnected by center section 44. The tips40 and 42 are intended to have a relatively small surface area withsharp corners exposed to the combustion chamber 10. It should beapparent to those skilled in the art that single tips as shown in FIGS.1A, 1B, and 2 or multiple tips may be employed to further increase thesurface area as needed. The electrode 34 is retained within the cylinderhead 12 by thermal insulation 46. The electrode 34 extends into ahousing 48 that mounts the electrode 34, in addition to concentratingthe magnetic flux by reflecting all incident radiation. A preferredmaterial for the housing is called Fluxtrol® comprised of soft magneticcomposites made of magnetic powdered metal and dielectric binders. Othermaterials may be employed for this purpose, such as ceramics, syntheticpolymers and any other dialetric materials capable of withstanding thesurrounding environment. In effect, what the housing 48 does is toconcentrate magnetic flux through the electrode 34. This is done tomaximize the rate at which the electrode heats up and to minimize theamount of residual induction heating of the cylinder head 12.

Contained within chamber 50 in housing 48 is a current conducting bar52, preferably formed from copper. An electrical insulating material 54is positioned between the bar 52 and electrode 34. Current is inducedthrough bar 52 at a frequency that is appropriate to generatesignificant temperature rise within the electrode 34. The frequency canrange between 100 kHz to 500 kHz with 250 to 450 kHz preferred but otherfrequencies are appropriate. With higher frequencies, surface specificcurrents are induced in the bar 52, causing a rapid build up intemperature along the sharp edge of the electrode which can reachoperating temperatures within as fast as 0.015 second.

The current passing through the bar 52 is generated by an appropriateelectrical system, not shown to simplify and focus on an understandingof the invention. It should be apparent to those skilled in the art thatavailable high frequency current generators found in the inductionheating art can be employed for this purpose. In one embodiment, avariable power supply may be utilized. In this embodiment, a higherpower may be outputted during starting conditions. Once steady state isreached, a lower power may then be outputted. By incorporating the useof a variable power supply, the system can take advantage of theresidual heat surrounding the combustion area and, therefore, becomemore efficient.

The ability to initiate combustion over a broad surface area isespecially advantageous when burning fuel that is 15 percent gasolineand 85 percent alcohol because of its slower flame front necessitating asignificant advance in timing for a point source ignition device. Theability to initiate combustion over a broad area of the combustionchamber allows a lower ignition advance and more predictable combustion.

The construction of the electrode 34 and its positioning within thecylinder head 12 may take many different forms. However, certainelements are necessary. For example, the conductive material needs to beelectrically insulated from the electrode material, the electrode itselfneeds to be thermally insulated from the surrounding combustion chamberand finally, the magnetic field generated by passing current at a highfrequency through the conductor should be channeled and focused into theelectrodes. In connection with thermal insulation, insulating materialmay be employed between the head and the electrode structure. Dependingon the materials used, it may be also necessary and appropriate toprovide active cooling of the electrically conductive material throughthe use of coolant passages either through or adjacent the electricallyconductive element.

The configuration shown in FIGS. 1A, 1B, 2, and 3 shows an inductiondriven ignition system wherein the electrodes and electrical conductorare positioned on the non-moving structure of the engine. In thosearrangements, the timing of the ignition event is driven electronicallythrough an external control system. The arrangements shown in FIGS. 4, 5and 6 have a design wherein the electrical conduction and the electrodeare formed on two separate components, namely the head structure and thepiston crown. This design is especially advantageous for engines thatrun at substantially constant conditions as in a hybrid-drive vehicle ora generator set.

In the arrangement of FIG. 4, a head 60 has a cylindrical chamber 62extending from it in which a piston 64 is positioned for reciprocatingmotion. Piston 64 has a wrist pin 66 for journaling a connecting rod(not shown) to convert the reciprocating motion of piston 66 to rotarymotion at the output of a crank shaft.

Head 60 has current conducting elements 68 through which a highfrequency electrical voltage is passed as in element 52 of FIG. 3.Furthermore, the electrically conductive elements 68 are electricallyinsulated and thermally insulated from the other elements of the head60. Electrical and thermal insulation can take the form shown in FIG. 3.An appropriate housing can be employed to channel the electromagneticfield in a region extending into cylinder 62. As shown in FIG. 4,current conducting elements 68 are positioned within housings 71 thatproject into chamber 62.

Piston 64 has a plurality of raised elements 70 on its crown 72. Raisedelements 70 correspond with the housings 71 for electrically conductiveelements 68 which project into the cylinder such that the closest pointof potential contact between the piston 64 and the head 60 is betweenthe housings 71 for the electrically conductive elements 68 and raisedelements 70. As illustrated in FIGS. 1 and 2, raised elements 70 can beprovided in any one of a number of geometric patterns to provide anappropriate widespread initiator of combustion. The high frequencyalternating voltage is generated through element 68 and when the raisedelements 70 come closely adjacent, they are heated throughelectromagneticly induced current flow and thus provide a widespreadheated source to initiate combustion. Typically the elements 70 heat upwhen the piston crown 72 is displaced to the point where there isapproximately 1 mm between the electrically conductive element 68 andthe raised elements 70. Although this limits the variability of ignitiontiming, it is appropriate and acceptable for those engines havingsubstantially constant running conditions as in a generator set orhybrid vehicle. Because the piston has greater mass and due to back-faceoil cooling opportunities, the design of FIG. 4 offers additionalopportunities for any thermal dispersion since the elements 70 aredisconnected from the head and on the piston.

FIGS. 5 and 6 show an alternative configuration to that shown in FIG. 4.In FIG. 5, a piston 74 is displaceable in a cylinder 76 to form acombustion chamber relative to a head 78. Piston 74 is reciprocal sothat it translates linear movement through a wrist pin 80 to acrankshaft (not shown) to produce rotary output. It should be apparentto those skilled in the art that intake and exhaust valves can beprovided in the head 78 to allow entry of a combustible mixture andexhaust of the mixture so ignited. Piston 74 has a plurality of grooves82 that terminate with relatively sharp edges 84 and 86. The head andcylinder 76 are adapted to receive a coil 88 which extends throughgrooves 82 in line with sharp edges 84 and 86 when the piston 74 is ator near top dead center. Wire 89, as shown in FIG. 6, is connected to asource of electrical energy generally indicated by reference number 90.This can be a power supply providing high frequency current to coil 88at approximately 300 kHz. As shown in FIG. 6, coil 88 has a continuouscircuitous length extending through grooves 82 to match the contours toalign with the sharp edges 84 and 86. There are appropriate insulatingsupports to maintain coil 88 aligned with the sharp edges 84 and 86 ofgrooves 82. It should be noted that this system, like the system of FIG.4, is dependent up on the physical position of the piston relative tothe head 78. Consequently, this configuration is appropriate for enginesystems having relatively constant operating conditions, such as in ahybrid vehicle. This system uses the top of the piston as theelectromagnetic load and, in that context, the piston needs to have aferrous component so that it will react to the high frequency current.It provides the benefits of simple coil geometry and no external timingsystem.

FIG. 7 shows an alternative coil pattern wherein a coil, generallyindicated by reference character 92, has a lattice-work of wires 94 and96 intersecting one another at right angles. A power source 98 suppliesthe wire with current. For example, power source 98 may supply thecurrent on a high frequency basis of approximately 300 kHz atapproximately 2.5 kW-6.0 kW power level. As previously noted, thefrequency can range between 100 kHz to 500 kHz with 250 kHz to 450 kHzpreferred but other frequencies may be appropriate. Similarly, thoughpower levels of 2.5-6.0 kW may be preferred, other power levels may beappropriate based on the working conditions of the system. In thisembodiment, the piston crown or top would have a series of lattice-workgrooves to provide the appropriate relatively close clearance when thepiston is at or near top dead center.

FIGS. 8 and 9 show still another version of the coil that permits it tobe self-contained and able to generate the rapid temperature risesindicated in connection with the discussion of FIGS. 1-4. FIGS. 8 and 9show a coil assembly generally indicated by reference number 100 havinga conductor 102, annular electrical insulation 104, and a sheath 106contributing the magnetic load. This can be formed from appropriatematerial having magnetic properties. As shown in FIG. 9, the crosssection of the sheath 106 has sharp ridges 108 running generallyparallel with respect to the conductor 102. In this case, when highfrequency electrical current is passed through the conductor 102, thesharp edges 108 will glow with the heat during the power-on cycle andthus promote combustion. Such a device can be employed in hybridvehicles where there is a relative constant RPM engine with multiplesources of stored energy.

FIGS. 10-13 illustrate alternative piston crown 74 configurations to beused with coil 88 of FIG. 6. As shown in FIGS. 10, 11A and 11B, aplurality of high ridges 112 and a plurality of low ridges 114 are castinto piston crown 72. Similar to the piston design depicted in FIG. 5,the arrangement of high ridges 112 and low ridges 114 is such that coil88 will enter groove 110 when piston 74 is at or near top dead center.As illustrated, angled ridges 116 and 118 connect high ridges 112 andlow ridges 114. As current is supplied to coil 88 and piston 74 nearstop dead center, there is an intermittent exposure of mass to themagnetic flux field. This intermittent exposure results in a quickerheat rise than with a constant ridge design. As should be appreciated bythose of ordinary skill, the increase heat rise is due to theconcentration of electromagnetic field intensity near the edges presentin piston crown 74, resulting in a greater current density at the edges.

The same principle applies to the embodiment shown in FIGS. 12 and 13.In this embodiment, instead of alternating high and low ridges, raisedtargets 120 are cast into piston crown 72 of piston 74. As the raisedtargets 120 come into close proximity to coil 88, the raised targets 120are heated and initiate combustion when the requisite temperature isobtained. By casting a plurality of raised targets 120 on piston crown72, multiple ignition source combustion is achieved. It is alsocontemplated that multiple high frequency alternating voltage elementsmay be installed in the combustion chamber in order to minimize thedistance in the combustion chamber to the ignition source.

FIGS. 14-15 illustrate yet another embodiment of features potentiallycast into the top surface of piston 74. In this embodiment, a series ofraised ridges 130 are configured to straddle coil 88 when piston 74 isat or near top dead center. As shown, the raised ridges 130 are offsetfrom each other relative to coil 88. While a completely offset design isillustrated in FIG. 15, it is noted that within the scope of thisdisclosure, various offsets are possible. Different offsets may besought depending on the particular heat rise and timing desired.

It is also depicted in FIG. 14 that raised ridges 130 have side surfaces132 and 134 that are parallel to coil 88. Further, raised ridges 130also have tapered edges 136 and 138, thereby increasing the number ofedged surfaces entering the electromagnetic field. It should be notedthat the raised ridges 130 depicted in FIG. 14 are not to scale relativepiston 74. The size of the ridges 130 is exaggerated to clearly show thetapered design. FIG. 16 illustrates a further feature that could beincorporated into the raised ridge 130 design. In this embodiment, ahole 140 is placed in or near the center of raised ridge 130, therebyincorporating more edges into raised ridge 130. The purpose of theseedges is to facilitate quicker heat rise. Though tapered edges 136 and138 and hole 140 are the only configurations shown, other configurationsare contemplated and within the spirit of the invention. The embodimentsshown in FIGS. 10-16 use the features cast into the top of the piston 74as the electromagnetic load and, in that context, the features need tohave a ferrous component so that they are able to react to theelectromagnetic field produced from the high frequency current suppliedto coil 88.

FIG. 17 illustrates piston 150 having an oval shape. Such aconfiguration requires that a longer linear magnetic element 155 beused. The oval shape of piston 150 allows the distance between thecombustion chamber and the magnetic element 155 to be minimized.Additionally, the oval shape creates a larger compression area in thecombustion chamber, resulting in slower burning fuels to be used inspite of their slower flame front propagation characteristics.

Other uses of inductive heating may also be incorporated in combustionengines. FIGS. 18-20 illustrate such an alternative use. Traditionally,glow plugs are used in diesel engines in cold weather conditions to heatthe engine block. However, inductive heating may be incorporated to heatthe piston surface and surfaces surrounding the combustion chamber sothat the compressive heat generated in the upstroke of the piston ismore capable of combusting the fuel. As illustrated in FIG. 18, aconductive element 160 is surrounded by a heating element 165. Ascurrent is induced through conductive element 160, a significanttemperature rise is generated within the heating element 165. The highcurrent density and low mass generates a highly focused magnetic edgeeffect, which propagates the heating of heating element 165.

Located within the upper surface of piston 74 is a well 170. Well 170 isadapted to receive the conductive element 160 and heating element 165combination when piston 74 is at or near top dead center. By usinginductive heating instead of a resistive element, much faster heat risetimes can be obtained, thereby allowing a diesel engine to be startedsooner and with less damage being done to the cylinder block andcylinder head.

FIGS. 19-20 illustrate an alternative embodiment to the configuration ofFIG. 18. In this embodiment, well 180 is located within the uppersurface of piston 74 and well 180 is adapted to receive conductiveelement 160 when the piston 74 is at or near top dead center. Seatedwithin well 180 is a heating liner 185. Heating liner 185 has a curvedinner surface defining a plurality of heating lands 186. Adjacent toheating lands 186 are recessed regions 187. In this context, heatingliner 185 has a ferrous component so that it will react to the highfrequency current supplied to conductive element 160. As high frequencycurrent runs through conductive element 160 and piston 74 nears top deadcenter, heating liner 185 reacts to the electromagnetic field producedcausing a significant rise in temperature.

Also shown in FIGS. 19-20 is conductive ring element 161. Conductivering element 161 is depicted along with conductive element 160 forillustrative purposes only. It is preferred that either conductiveelement 160 or conductive ring element 161 is to be used, but not bothsimultaneously. Conductive ring element 161 operates similar to theother embodiments described above. When conductive ring element 161 isutilized, the crown of piston 74 needs to have a ferrous componentbecause it is the crown of piston 74 that reacts with conductive ringelement 161. In this embodiment, as piston 74 is at or near top deadcenter, piston 74 begins to heat up due to the induction of surfacecurrents from the electromagnetic field generated by conductive ringelement 161. In the embodiments shown in FIGS. 18-20, virtuallyinstantaneous starts of cold diesel engines are made possible. Starttimes of 0.010 second are contemplated.

FIGS. 21 and 22 show an alternative configuration to that shown in FIGS.4 and 5. In FIG. 21 a piston 214 is displaceable in a cylinder 212 toform a combustion chamber relative to head 210. Piston 214 is reciprocalso that it translates linear movement through a wrist pin 216 to a crankshaft (not shown) to produce rotary output. In the embodiment shown,valve 224 is provided into head 210 to allow either the entry of acombustible mixture and/or exhaust of the mixture so ignited. Head 210has various current conducting elements 218 through which a highfrequency electrical voltage is passed. Furthermore, the electricallyconductive elements 218 are electrically insulated and thermallyinsulated from the other elements of head 210. These conductive elements218 are substantially disposed within slots 219 cut located within head210.

Piston 214 has a plurality of raised elements 220 on its crown 222.Raised elements 220 correspond with the slots 219, such that slots 219can receive raised elements 220 when the piston 214 is in a raisedposition (see FIG. 22). In the embodiment shown, the height of raisedelement 220 above crown 222 is directly related to its radial distancefrom center. Raised elements 220 have holes 221 which extend along theradial length of raised elements 220. These holes 221 allow for aquicker heat rise time to result in raised element 220 when exposed tothe electrical magnetic field produced by conductive element 218. Again,this is due to the low mass and high current density on the surfaces ofraised element 220.

Again, FIG. 22 illustrates this version of the ignition initiationsystem in which piston 214 is in a raised position. When piston 214 isin such position, valve 224 is closed. As previously discussed, raisedelements 220 are received by slots 219 within head 210. As should beapparent to those of ordinary skill, conducting elements 218 create anelectrical magnetic field normal to the plane of the conducting elements218. Therefore, raised elements 220 move in the direction perpendicularto the generated field. This allows for the introduction of a furtherdeterminable variable: time. Particularly, the time in which raisedelement 220 is present within, and therefore electrically and thermallyaffected by, the field generated by conducting element 218. In thisembodiment, only when piston 214 is at or near top dead center do raisedelements 220 due to the induction of surface currents from theelectromagnetic fields generated by conducting elements 218. Therefore,in addition to providing another manufacturing and design option, theembodiment illustrated in FIGS. 21 and 22 assure that ignition willoccur within the combustion area (the space between and around pistoncrown 222 and head 210) at or near top dead center.

As shown in FIG. 23, conductive elements 218 may be provided on bothsides of raised elements 220 as shown. When piston 214 is in its raisedposition, raised element 220 is substantially disposed within slot 219.The close proximity of the edges of raised element 220 to conductiveelements 218, as well as the predictable entry of raised element 220into the field generated by conductive elements 218, results in apredictable rise time in thermal heat of raised element 220. As apparentin FIG. 23, hole 221 may be bisected by the lower edges of conductingelements 218. As shown, hole 221 of raised element 220 substantiallyenters the field generated by conductive elements 218. Again, thisresults in an increased thermal rise time of raised element 220.

FIG. 24 shows an example of a typical combustion chamber configurationin which chamber 250 is defined by a cylinder head 252 having an intakevalve 254 and an exhaust valve 256 to respectively admit a combustiblemixture into exhaust the motive fluid after the mixture has gone throughcombustion. Combustion is initiated by induction driven combustioninitiator generally indicated by reference number 258. In thisembodiment, the combustion initiator 258 comprises a series ofconducting elements 260 disposed within a series of slots 262 withincylinder head 252.

FIG. 25 shows an example of a typical piston head design to be used withthe combustion chamber configuration of FIG. 21. In this embodiment,piston head 280 includes a series of raised elements 282 that correspondto slots 262 within cylinder head 252. Raised elements 282 are sized tobe received by slots 262 and pass by, while not contacting, conductingelements 260. As shown, raised elements 282 may include holes 284 thatextend along the radial direction of raised elements 282.

FIG. 26 illustrates yet another configuration of the disclosed ignitioninitiation system. In FIG. 26, a piston 314 is displaceable in acylinder 312 to form a combustion chamber relative to head 310. Piston314 is reciprocal so that it translates linear movement through a wristpin 316 to a crank shaft (not shown) to produce rotary output. In theembodiment shown, conducting element 318 is positioned on or within thelower surface of head 310. Like the current conducting elementspreviously described, a high frequency electrical voltage is passedthrough current conducting element 318. As shown in greater detail inFIG. 27, conducting element 318 is electrically insulated and thermallyinsulated from the other elements of head 210 by insulator 338.Insulator 338 can function to both electrically and thermally insulateconducting element 318 from head 310, as well as concentrate theelectromagnetic field generated by conducting element 318 when it isconnected to an operating high frequency current generator. In theembodiment shown, conducting element 318 may consist of a single elementconnected to a high frequency current generator. Alternatively,conducting element 318 may consist of a plurality of conducting elementsplaced within head 310.

Piston 314 has a plurality of raised elements 320 on its crown 322. Theradial position of raised elements 320 correspond to the positions ofconducting element 318 within head 310. As shown in more detail in FIGS.27, 28 and 29, raised element 320 consists of a support portion 342connected or cast into crown 322. Top portion 340 is connected tosupport portion 342. In the embodiment shown, top portion 340 has agreater surface area facing conducting element 318 than support portion342. The dotted line show in FIG. 27 indicates the bottom of recess 344.As shown in FIG. 29, recesses 344 are located in raised elements 320.Due to the electromagnetic effects on raised element 320, as well as thesurface edges defining recess 344, a substantial thermal increase occursat the valley of recess 344. The dotted portion indicated in FIG. 29 isthe location of the quickest thermal increase. As the raised element 320becomes affected by the electromagnetic field produced, currents beginto run on its surfaces. As the surface area exposed to the field isreduced (i.e., mass taken away), the surface current density issubstantially increased near the edges of the void. Thus, there is asubstantial spike in heating at this location resulting in a reducedtime in which it takes to ignite the fuel within the combustion chamber.

FIG. 30 shows an example of a typical combustion chamber configurationin which chamber 350 is defined by a cylinder head 352. Combustion isinitiated by induction driven combustion initiator generally indicatedby reference number 354. In this embodiment, the combustion initiator354 comprises a single conducting element geometrically arranged tocreate an outer coil 356 and inner coil 358 disposed within cylinderhead 352.

FIG. 31 shows an example of a typical piston head design to be used withthe combustion chamber configuration of FIG. 30. In this embodiment,piston head 362 includes two raised elements, generally indicated byreference numeral 368, and an exhaust valve 364. Each raised element 368corresponds to the combustion initiator 354 design within cylinder lead352. Each raised element includes a top portion 370 and recess 372. Aspiston head 362 travels toward cylinder head 352 and combustioninitiator 354 is connected to a high frequency current generator, theelectromagnetic field produced by combustion initiator 354 inducessurface currents on raised elements 368. Because of electromagneticeffects, the electromagnetic field tends to concentrate in thoselocations of absent mass. Therefore, the quickest thermal increaseoccurs in recesses 372. As such, in the embodiment shown, the combustionchamber between cylinder head 352 and piston 362 would have at leasteight (8) separate combustion initiation points. As described above,multiple combustion initiation points allow for more efficientcombustion engines.

FIG. 32 shows an alternative configuration of the induction initiationsystem of the disclosure. As shown, a piston 414 is displaceable in acylinder 412 to form a combustion chamber relative to head 410. Piston414 is reciprocal so that it translates linear movement through a wristpin 416 to a crank shaft (not shown) to produce rotary output. In theembodiment shown, valve 424 is provided into head 410 to allow eitherthe entry of a combustible mixture and/or exhaust of the mixture soignited. Head 410 has various current conducting elements 418 throughwhich a high frequency electrical voltage is passed. Furthermore, theelectrically conductive elements 418 are electrically insulated andthermally insulated from the other elements of head 410. Theseconductive elements 418 are located on the bottom surface of head 410within the combustion area.

Piston 414 has a plurality of recesses 420 on its crown 422. Thelocation of recesses 420 correspond with the placement of conductiveelements. Recesses 420 allow for easier manufacture of piston 414 toincorporate the inductive ignition of the present disclosure. Asdiscussed hereinabove, the absence of mass at the recesses 420 causedthe electromagnetic field produced by conductive elements 418 to focuson these locations, which causes a thermal rise due to the inducedsurface currents.

The use of induction heating has been employed for many years to obtainrapid heating of industrial components for subsequent processing andheat treating functions. One of the attributes of such a system is thatit can elevate the temperature of selected components in extremely shortperiods of time. A second attribute is that energy and current flow takeplace only in the close proximity to electromagnetic load.

As stated previously, this invention utilizes extremely rapid heating ofmaterials by induction heating to produce a series of controlled hotlocations within a combustion chamber to produce uniform initiation ofcombustion throughout a combustion chamber.

While the preferred embodiment of the invention has been illustrated anddescribed in the drawings and foregoing description, the same is to beconsidered as illustrative and not restrictive in character, it beingunderstood that all changes and modifications that come within thespirit of the invention are desired to be protected.

1. An induction driven ignition system in cooperation with a powersource to be used within a reciprocating internal combustion enginehaving a piston, cylinder head and combustion chamber, the inductiondriven ignition system comprising: a cylinder head slot located withinsaid cylinder head; a conducting element located within said cylinderhead slot, said conducting element electrically connected to said powersource; and a raised element located on the upper surface of saidpiston, said raised element cooperating with said cylinder head slot,wherein conducting element inductively interacts with said raisedelement when said power source supplies current to said conductingelement and said one raised element is positioned within said cylinderhead slot.
 2. The induction driven ignition system of claim 1, whereinsaid conducting element has a coil configuration.
 3. The inductiondriven ignition system of claim 2, wherein said coil configurationdefines a first plane, wherein said raised element moves in a directionsubstantially parallel to said first plane when said piston isreciprocated.
 4. The induction driven ignition system of claim 1,wherein said slot houses a pair of directly opposed conducting elements.5. The induction driven ignition system of claim 1, wherein said raisedelement includes a hole.
 6. The induction driven ignition system ofclaim 6, wherein said hole extends along said raised element in a radialdirection relative to said piston.
 7. An induction driven ignitionsystem in cooperation with a power source to be used within areciprocating internal combustion engine, the induction driven ignitionsystem comprising: a first engine element, said first engine elementconstructed and arranged to travel substantially in a first direction; asecond engine element; a combustion chamber located between said firstengine element and said second engine element; and induction means togenerate an electromagnetic field, said electromagnetic field having anorientation substantially in a second direction, wherein said inductionmeans inductively interacts with said first engine element when saidpower source supplies current to said induction means.
 8. The inductiondriven ignition system of claim 7, wherein said second direction issubstantially parallel to said first direction.
 9. The induction drivenignition system of claim 7, wherein said second direction issubstantially perpendicular to said first direction.
 10. An inductiondriven ignition system in cooperation with a power source to be usedwithin a reciprocating internal combustion engine having a piston,cylinder head, cylinder chamber and combustion chamber, the inductiondriven ignition system comprising: a conduction coil located within saidcylinder head, said conduction coil electrically connected to said powersource; and a raised element located on an upper surface of said piston,said raised element corresponding to the shape of said conduction coil,wherein said conduction coil inductively interacts with said raisedelement when said power source supplies current to said conduction coiland said raised element comes in close proximity to said conductioncoil.
 11. The induction driven ignition system of claim 10, wherein saidraised element consists of a top portion and a support portion, saidsupport portion connected to said upper surface of said piston.
 12. Theinduction driven ignition system of claim 11, wherein said supportportion has a first thickness in the radial direction from the geometriccenter of said piston, said top portion has a second thickness in theradial direction of said geometric center.
 13. The induction drivenignition system of claim 12, wherein said second thickness is largerthan said first thickness.
 14. The induction driven ignition system ofclaim 11, wherein said raised element has a recess, said recessextending from said top portion into said support portion.